EP1359070B1 - Dispositif electronique antivol de vehicule - Google Patents

Dispositif electronique antivol de vehicule Download PDF

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Publication number
EP1359070B1
EP1359070B1 EP02711439A EP02711439A EP1359070B1 EP 1359070 B1 EP1359070 B1 EP 1359070B1 EP 02711439 A EP02711439 A EP 02711439A EP 02711439 A EP02711439 A EP 02711439A EP 1359070 B1 EP1359070 B1 EP 1359070B1
Authority
EP
European Patent Office
Prior art keywords
power supply
supply line
motor
switch
vehicle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP02711439A
Other languages
German (de)
English (en)
Other versions
EP1359070A4 (fr
EP1359070A1 (fr
Inventor
Masaki c/o K.K. TOKAI RIKA DENKI SEISAKUSHO HAYASHI
Hirokazu c/o K.K.TOKAI RIKA DENKI SEISAKUSHO SHAMOTO
Masaki c/o K.K. TOKAI RIKA DENKI SEISAKUSHO YOSHINO
Toshihiro c/o K.K.TOKAI RIKA DENKI SEISAKUSHO NAGAE
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Tokai Rika Co Ltd
Original Assignee
Tokai Rika Co Ltd
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Filing date
Publication date
Application filed by Tokai Rika Co Ltd filed Critical Tokai Rika Co Ltd
Publication of EP1359070A1 publication Critical patent/EP1359070A1/fr
Publication of EP1359070A4 publication Critical patent/EP1359070A4/fr
Application granted granted Critical
Publication of EP1359070B1 publication Critical patent/EP1359070B1/fr
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R25/00—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles
    • B60R25/01—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles operating on vehicle systems or fittings, e.g. on doors, seats or windscreens
    • B60R25/02—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles operating on vehicle systems or fittings, e.g. on doors, seats or windscreens operating on the steering mechanism
    • B60R25/021—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles operating on vehicle systems or fittings, e.g. on doors, seats or windscreens operating on the steering mechanism restraining movement of the steering column or steering wheel hub, e.g. restraining means controlled by ignition switch
    • B60R25/0215—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles operating on vehicle systems or fittings, e.g. on doors, seats or windscreens operating on the steering mechanism restraining movement of the steering column or steering wheel hub, e.g. restraining means controlled by ignition switch using electric means, e.g. electric motors or solenoids
    • B60R25/02153—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles operating on vehicle systems or fittings, e.g. on doors, seats or windscreens operating on the steering mechanism restraining movement of the steering column or steering wheel hub, e.g. restraining means controlled by ignition switch using electric means, e.g. electric motors or solenoids comprising a locking member radially and linearly moved towards the steering column
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R25/00—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles
    • B60R25/01—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles operating on vehicle systems or fittings, e.g. on doors, seats or windscreens
    • B60R25/02—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles operating on vehicle systems or fittings, e.g. on doors, seats or windscreens operating on the steering mechanism
    • B60R25/021—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles operating on vehicle systems or fittings, e.g. on doors, seats or windscreens operating on the steering mechanism restraining movement of the steering column or steering wheel hub, e.g. restraining means controlled by ignition switch
    • B60R25/02142—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles operating on vehicle systems or fittings, e.g. on doors, seats or windscreens operating on the steering mechanism restraining movement of the steering column or steering wheel hub, e.g. restraining means controlled by ignition switch comprising externally controlled safety devices for preventing locking during vehicle running condition
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T70/00—Locks
    • Y10T70/50—Special application
    • Y10T70/5889—For automotive vehicles
    • Y10T70/5956—Steering mechanism with switch

Definitions

  • the present invention relates to an automobile anti-theft apparatus, and more particularly, to an electronic anti-theft apparatus.
  • Fig. 13 shows a prior art mechanical steering wheel lock apparatus 51 for preventing the theft of a vehicle.
  • the steering wheel lock apparatus 51 has a key cylinder 54 and a lock pin 52.
  • a mechanical key which is not shown in the drawing, is inserted into the key cylinder 54.
  • the lock pin 52 is moved in accordance with the rotation of the mechanical key.
  • the lock pin 52 is connected to part of a steering mechanism of the vehicle, i.e., a steering shaft 53, rotation of the steering shaft 53 is prohibited. This disables turning of a steering wheel.
  • US 5,654,689 discloses an electrical anti-theft security system for a motor vehicle.
  • the system has a switch for controlling starting of the engine and for the supply of power to various electrical circuits.
  • the system also includes interruptors for the power supply of the electric motor of the anti-theft system. The interruptors operate depending on the position of the electric motor.
  • the anti-theft apparatus locks a movable component 5 that moves when a vehicle is being driven.
  • the movable component 5 includes, for example, a steering shaft 5, wheels, and a shift lever.
  • a steering wheel lock apparatus 1 is connected to a vehicle steering post (not shown in the drawings).
  • a case body 2 of the steering wheel lock apparatus 1 is generally box-like.
  • the case body 2 includes a cover 3 mounted on a lock body 4.
  • a synthetic resin holding case 11 is provided on the interior side of the cover 3.
  • the holding case 11 is formed by combining a first case 11a and a second case 11b.
  • a printed circuit board 12 is accommodated in the holding case 11.
  • the printed circuit board 12 is fixed to the second casing 11b by a screw 13.
  • a plurality of electrical components, such as an IC, capacitors and the like, are mounted at a plurality of locations on the printed circuit board 12.
  • the printed circuit board 12 is electrically connected to a wire 14 drawn to the outside of the case body 2.
  • a generally arcuate coupling portion 4a is formed on the left end of the lock body 4.
  • the coupling portion 4a is mounted on a column tube by a bolt (not shown).
  • a movable component, or the steering shaft 5, that is part of the vehicle steering mechanism is inserted in the column tube.
  • a socket 5a is provided on the exterior surface of the steering shaft 5.
  • a guide hole 4b having a generally rectangular cross section is provided in the lock body 4.
  • the guide hole 4b is arranged in correspondence with the coupling portion 4a.
  • the guide hole 4b communicates with the interior of the column tube when the case body 2 is mounted on the column tube.
  • a lock pin 21, or a locking means is arranged in the guide hole 4b so as to be movable along the guide hole 4b.
  • the lock pin 21 is a generally rectangular cylinder. When the lock pin 21 extends from the exterior surface of the lock body 4, the distal end of the lock pin 21 engages the socket 5a.
  • a spring pressing member 80 having a first hollow receiving portion 83 is provided on the basal end of the lock pin 21.
  • a lock pin spring 17 is disposed between the lock body 4 and the spring pressing member 80. The lock pin spring 17 exerts a force in a direction to draw back the lock pin 21. In other words, the lock pin spring 17 exerts a force in a direction disengaging the lock pin 21 from the socket 5a.
  • a cam follower 15 is mounted on the spring pressing member 80 so as to cover the first hollow receiving portion 83.
  • the cam follower 15 has a second hollow receiving portion 15a opposing the first hollow receiving portion 83.
  • a cam spring 16 is accommodated between the first hollow receiving portion 83 and the second hollow receiving portion 15a. The cam spring 16 urges the lock pin 21 in a direction engaging the socket 5a.
  • the spring coefficient of the cam spring 16 is greater than the spring coefficient of the lock pin spring 17.
  • an actuator or a motor 23, is accommodated in the case body 2.
  • a cam plate 40 is fixed to a rotating shaft 44 of the motor 23.
  • the cam plate 40 rotates with the rotating shaft 44.
  • the cam plate 40 has a cam projection 46 and a cam disk 45.
  • the cam projection 46 protrudes from the cam disk 45 in the radial direction.
  • the cam disk 45 is generally circular.
  • the rotating shaft 44 extends through the center of the cam disk 45.
  • the cam plate 40 presses the cam follower 15.
  • the cam plate 40 rotates about the center of the rotating shaft 44 only in a clockwise direction as indicated by arrow F2 when the motor 23 is rotated.
  • the lock pin 21 engages the socket 5a only by driving the motor 23. Accordingly, when the motor 23 is not actuated, the engagement relationship of the lock pin 21 and the socket 5a cannot be changed.
  • a self-holding mechanism is formed by the lock pin spring 17, spring pressing member 80, cam spring 16, cam follower 15, and cam plate 40, and this self-holding mechanism is modifiable.
  • the motor 23, which drives the cam plate 40, is controlled by a control circuit, or an actuator ECU 31.
  • a verification ECU 37 is connected to the actuator ECU 31.
  • the verification ECU 37 performs mutual communication with a portable device 37a, which is possessed by an authorized owner of the vehicle (user), and compares an ID code set in the portable device with an ID code set in the verification ECU 37.
  • the verification ECU 37 permits the engine to start when the ID codes of the portable device 37a and the ECU 37 match, and prohibits the engine from starting when the ID codes do not match,.
  • the verification ECU 37 When the ID codes match, the verification ECU 37 outputs a drive request signal including a lock release code to the actuator ECU 31. When the ID codes do not match, the verification ECU 37 outputs a drive request signal including a lock code to the actuator ECU 31. It is desirable that the drive request signal be encoded.
  • the actuator ECU 31 includes a microcomputer 32.
  • the microcomputer 32 is connected to the verification ECU 37 through a pair of diodes D1 and D2. Specifically, the cathode terminal of the diode D1 and the anode terminal of the diode D2 are connected to the microcomputer 32, and the anode terminal of the diode D1 and the cathode terminal of the diode D2 are connected to the verification ECU 37.
  • the drive request signal of the verification ECU 37 is input to the computer 32 through the diode D1.
  • the computer 32 outputs an activation signal to a FET 62 in accordance with the drive request signal.
  • the computer 32 and a starter motor 69 which starts an engine, are electrically connected to a battery 65.
  • the starter motor 69 is connected to the drain terminal of a field-effect transistor (FET) 100.
  • FET field-effect transistor
  • the gate terminal of the FET 100 is connected to the computer 32, and the source terminal of the FET 100 is grounded.
  • the battery 65 is connected to the motor 23 through a first power supply line, or a motor power supply line 81.
  • the motor power supply line 81 includes a first contact pair 71a and 71b.
  • the motor 23 is electrically connected to the drain terminal of a FET 62.
  • the gate terminal of the FET 62 is connected to the computer 32, and the source terminal of the FET 62 is grounded.
  • the FET 62 goes ON when a drive signal is output from the computer 32.
  • the FET 62 goes ON and the first contact pair 71a and 72b are connected, current for operating the motor 23 flows to the motor power supply line 81. This rotates the rotating shaft 44 of the motor 23 in the arrow F2 direction.
  • the battery 65 is connected to electrical devices, such as an electronic fuel injection control device and other electrical components, which are not shown in the drawing, through a second power supply line, or an ignition power supply line 82.
  • the ignition power supply line 82 includes a second contact pair 72a and 72b. When the second contact pair 72a and 72b are connected, power flows to the electrical devices.
  • a transmission signal is transmitted from the portable device 37a carried by a user.
  • the verification ECU 37 compares the ID code included in the transmission signal with an ID code prestored in the verification ECU 37. When both ID codes match, the verification ECU 37 outputs a release signal.
  • the computer 32 outputs an activation signal to the FET 62 in accordance with the release signal, activates the FET 62, and unlocks the steering wheel.
  • a switching circuit including a switch 61 is arranged between the battery 65 and the motor 23.
  • the switch 61 has first and second movable contacts 61a and 61b.
  • the switch 61a is manually operated between a position at which the first movable contact 61a contacts a first contact pair 71a and 71b and a position at which the first movable contact 61a contacts a second contact pair 72a and 72b.
  • the first movable contact 61a contacts the first contact pair 71a and 71b
  • the first contact pair 71a and 71b are connected, and power is supplied to the motor 23.
  • the first movable contact 61a When the vehicle is being driven, the first movable contact 61a is separated from the first contact pair 71a and 71b, and the switch 61 mechanically breaks the motor power supply line 81. Thus, the motor 23 does not operate. That is, the first movable contact 61a mechanically switches the motor power supply line 81 to a disconnected state in cooperation with the switch 61. Further, the second movable contact 61b contacts the second contact pair 72a and 72b. This supplies the electronic fuel injection control device and other electrical components with power through the ignition power supply line 82.
  • the phrase "when a vehicle is being driven” is a state satisfying at least one of the conditions in which a shift lever is not at a parking position, an engine is running, a functional position is in an "ON" position, and starting of the engine is enabled.
  • starting of the engine is enabled refers to, for example, when an ID code registered in a portable device, which is possessed by a user, coincides with an ID code, which is registered in the vehicle, and when an authorised mechanical key is inserted in a key cylinder of the vehicle.
  • the verification ECU 37 compares the ID code of the portable device 37a included in the transmission signal with the ID code recorded in the ECU 37. When both ID codes match, the verification ECU 37 provides a release signal to the computer 32.
  • the computer 32 provides an activation signal to the FET 62 to turn ON the FET 62 in response to the release signal.
  • the FET is turned ON, the cam plate 40 is rotated in the arrow F2 direction, and the engagement of the lock pin 21 and the socket 5a is released. This enables rotation of the steering shaft 5 and the steering wheel.
  • the user When starting the engine, the user operates the switch 61.
  • the starting operation separates the first movable contact 61a from the first contact pair 71a and 71b and causes the second movable contact 61b to contact the second contact pair 72a and 72b. This breaks the motor power supply line 81 and connects the ignition power supply line 82. In this state, the starter motor 69 is actuated to start the engine.
  • the computer 32 may erroneously output an activation signal to the FET 62 and turn ON the FET 62.
  • the switch 61 breaks the motor power supply line 81, the motor 23 is not actuated. Thus, erroneous engagement of the lock pin 21 with the socket 5a is prevented.
  • the user operates the switch 61 to stop the engine. Then, the first movable contact 61a contacts the first contact pair 71a and 71b. In this state, the computer 32 provides the activation signal to the FET 62 and turns ON the FET 62. The actuation of the motor 23 rotates the cam plate 40 in the arrow F2 direction of the motor 23 and engages the lock pin 21 with the socket 5a. As a result, the steering shaft 5 and a steering wheel, which is not shown in the drawing, are locked.
  • the apparatus of Figure 3 has the following advantages.
  • a steering wheel lock apparatus 1 according to a second embodiment not part of the present invention is described hereinafter with reference to Fig. 4A .
  • Each of the following embodiments is mainly described in terms of differences relative to the apparatus of Figure 3 .
  • the ignition power supply line 82 is divided into a first branch line 82a and a second branch line 82b at node 82c. Current flows through the first branch line 82a to power an electronic fuel injection control device and other electrical components.
  • a switching circuit including a relay 91 is used in place of the switch 61 of Fig. 3 .
  • the relay 91 has a contact 91a and a coil 93, which functions as an attraction element.
  • the contact 91a is connected to the motor power supply line 81, and the coil 93 is connected to the second branch line 82b.
  • the contact 91a is formed by a first contact pair 71a and 71b and a movable terminal 92. More specifically, the contact 91a is a B contact (normal closed) with one of its terminals being connected to the battery 65 and the other one of its terminals being connected to the motor 23.
  • One terminal of the coil 93 is connected to a power management ECU 101, and the other terminal is grounded.
  • the power management ECU 101 controls the electrical connections of the electronic fuel injection control device and other electrical components with the battery 65.
  • the power management ECU 101 outputs an activation signal
  • the ignition power supply line 82 is connected
  • the coil 93 attracts the movable terminal 92 to open the contact 91a, and the motor power supply line 81 is broken. That is, when the function position of the vehicle is "ON", the relay 91 breaks the motor power supply line 81.
  • Fig. 4B shows a modified example of Fig. 4A .
  • the power management ECU 101 of Fig. 4A is changed to an ignition switch 47.
  • the ignition switch 47 is desirably a contact holding type switch.
  • the ignition switch 47 is connected between the coil 93 and the battery 65.
  • the contact 91a is opened, and the motor power supply line 81 is broken.
  • the relay 91 is switched between ON and OFF by the ignition switch 47.
  • the ignition switch 47 includes functions for starting and stopping the engine in addition to shifting the function position of the vehicle to the "ON" state.
  • the phrase "function position of the vehicle in an ON state" is a state in which electricity is supplied to the electronic fuel injection control device and other electrical components.
  • the switching circuit is not limited to the contact type switching device, such as the relay 91, and may be a non-contact switch, such as the FET 62 or a power transistor.
  • the second embodiment has the following advantages.
  • the steering wheel lock apparatus 1 according to a third embodiment not part of the present invention is described hereinafter with reference to Figs. 5 and 6 .
  • the point differing from the first embodiment is in that a lock position detection switch 38, resistor R, and a diode D3 are connected to the actuator ECU 31, as shown in Fig. 5 .
  • the lock position detection switch 38 is a normal-closed type mechanical switch arranged at the basal end of the lock pin 21 and is desirably a limit switch.
  • the lock position detection switch 38 is closed when the lock pin 21 protrudes from the guide hole 4b of the lock body 4, as shown in Fig. 6A .
  • the lock position detection switch 38 is opened when the lock pin 21 is accommodated within the lock body 4. That is, the lock position detection switch 38 is closed when the lock pin 21 engages the socket 5a of the steering shaft 5 and is opened when the engagement with the socket 5a is released.
  • the lock position detection switch 38 is connected between the positive terminal of the battery 65 and a node 38a between the anode terminal of a diode D3 and a resistor R.
  • the resistor R is grounded, and the cathode terminal of the diode D3 is connected to an electric line connecting the first contact 71b and the motor 23. That is, the lock position detection switch 38 is connected in parallel with the switch 61. For this reason, power is supplied to the actuator ECU 31 only when at least one of the switch 61 and the lock position detection switch 38 is closed.
  • the computer 32 is connected to the node 38a, and the potential at the node 38a is input to the computer 32.
  • the potential at the node 38a is high when the lock position detection switch 38 is closed and low when the switch 38 is opened.
  • the computer 32 detects the opened or closed state of the lock position detection switch 38 from the potential at the node 38a.
  • the computer 32 stops the output of the control signal to the FET 62 when there has been a change in the detected potential at the node 38a.
  • the computer 32 stops the output of the control signal to the FET 62 when the engagement of the lock pin 21 and the socket 5a has been completed. Further, the computer 32 stops the output of the control signal to the FET 62 when the lock pin 21 is disengaged from the socket 5a.
  • the computer 32 stops the operation of the motor 23 when the opened or closed state of the lock position detection switch 38 changes.
  • the computer 32 outputs the detection result to the verification ECU 37 through a diode D2.
  • the verification ECU 37 recognises the engagement state of the lock pin 21 and the socket 5a.
  • the third embodiment has the following advantages.
  • a steering wheel lock apparatus 1 according to a fourth embodiment not part of the present invention is described hereinafter with reference to Figs. 7 and 8 .
  • the steering wheel lock apparatus 1 of the fourth embodiment has an electrical switching device 41, which is operated in accordance with an ignition signal, in place of the switch 61 of Fig. 3 .
  • the ignition signal is generated by a detection circuit, which is not shown in the drawings, when the engine is being driven.
  • an electrical switching device or an n-channel power MOSFET (FET) 41, is connected to the motor power supply line 81.
  • the source terminal of the FET 41 is connected to the battery 65, and the drain terminal is connected to the motor 23.
  • a switch drive circuit E2 is connected to the gate terminal of the FET 41.
  • the switch drive circuit E2 has a resistor R1, a capacitor C, an inverter 42a, and an AND circuit 42.
  • the capacitor C and the resistor R1 are connected at a node 42b.
  • the resistor R1 is connected to a detection circuit installed in an engine, which is not shown in the drawings, and receives an ignition signal from the detection circuit.
  • One terminal of the capacitor C is grounded.
  • the output terminal of the AND circuit 42 is connected to the gate terminal of the FET 41. For this reason, when a high signal (drive permission signal) from the computer 32 and a low ignition signal is input, the AND circuit 42 outputs a high signal (activation signal).
  • the FET 41 is activated when a high signal (activation signal) is output from the AND circuit 42. That is, when the high drive permission signal from the computer 32 is input and the low ignition signal from the detection circuit is input, the switch drive circuit E2 activates the FET 41 and connects the motor power supply line 81.
  • the ignition signal has a low and flat waveform when the engine is stopped and a pulse waveform (ignition pulse) when the engine is running, as shown in Fig. 8 .
  • the ignition signal during engine operation is integrated by the resistor R1 and the capacitor C at the location indicated by B in Fig. 7 to a waveform held at a high level, as shown in Fig. 8 .
  • the AND circuit 42 outputs an activation signal only if the drive permission signal is input from the computer 32 when the engine is stopped.
  • the FET 41 is turned ON only if the drive permission signal is output from the computer 32 when the engine is stopped.
  • the switching device (FET 41) and the switch drive circuit E2 break the motor power supply line 81 of the control device (actuator ECU 31) when the engine is running and connects the motor power supply line 81 when the engine is stopped.
  • the fourth embodiment has the following advantages.
  • the steering wheel lock apparatus 1 according to a fifth embodiment which is according to the present invention is described hereinafter with reference to Fig. 9A .
  • the steering wheel lock apparatus 1 of the fifth embodiment has an electrical switching device (FET) 41, which is operated in accordance with an output signal from a verification ECU 37 and an output signal from an engine ECU 48, in place of the switch 61.
  • FET electrical switching device
  • an AND circuit 42 is connected to the gate terminal of an FET 41, as shown in Fig. 9A .
  • One input terminal of the AND circuit 42 is connected to the verification ECU 37, and the other input terminal is connected to the engine ECU 48 by an inverter 42a.
  • a switching circuit is configured by the FET 41 and the AND circuit 42.
  • a velocity signal, a shift signal or the like may be input to the computer 32. Then, when the speed is not null, that is, when the vehicle is being driven, or when the shift position is not in the parking position, an activation signal is not output from the computer 32 to the FET 62. In this case, even if the ECUs 37 and 48 operate erroneously and activate the FET 41, the FET 62 does not go ON. Thus, the motor 23 does not drive the lock pin 21 in a direction that it is disengaged from the socket 5a. Accordingly, when the vehicle is being driven or when the shift position is not at the parking position, the actuator ECU 31 does not operate the motor 23. Therefore, erroneous operation of the steering wheel lock apparatus 1 is reliably prevented when the vehicle is being driven.
  • the FET 41 is activated in accordance with output signals output from the verification ECU 37 and the engine ECU 48, activation of the FET 41 may be controlled by, for example, another ECU, such as a shift ECU or the like.
  • the fifth embodiment provides the following advantage.
  • a steering wheel lock apparatus 1 according to a sixth embodiment not part of the present invention is described hereinafter with reference to Fig. 10 .
  • the steering wheel lock apparatus 1 of the sixth embodiment has a shift cooperation switch 36 in place of the switch 61, as shown in Fig. 10 .
  • the shift cooperation switch 36 mechanically breaks a motor power supply line 81 except when the shift lever is in the parking position.
  • the "shift cooperation switch 36" is located near a shift lever, which is not shown in the drawing, and is a switch opened and closed in cooperation with the movement of the shift lever.
  • the shift cooperation switch 36 is closed when the shift lever is at the parking position and opened when the shift lever is located at other positions.
  • the shift cooperation switch 36 is desirably a contact-type switch, which opens and closes a contact in accordance with the shift position, such as a limit switch, a reed switch, or the like.
  • the phrase "in the parking position” refers to a state satisfying at least one of the conditions in which the shift lever is at the P position, and a transmission gear parking lock is functioning.
  • a parking brake cooperation switch which is closed only when, for example, the parking brake is operating, also may be used in place of the shift cooperation switch 36. Furthermore, the shift cooperation switch 36 and the parking brake cooperation switch may be used together with the switched connected in series.
  • the sixth embodiment has the following advantage.
  • the flow of current to the motor power supply line 81 is mechanically broken by operating the switch 61.
  • the flow of current to the motor power supply line 81 may be mechanically broken by inserting a key plate to directly operate the movable contacts 61a and 61b with the distal end of the key plate.
  • the FET 62 may be provided on the upstream side of the motor 23 in the motor power supply line 81, and the switch 61 may be provided on the downstream side of the motor 23 in the motor power supply line 81.
  • the lock position detection switch 38, the resistor R, and the diode D3 (electric circuit E1 shown in Fig. 5 ) may be connected to the actuator ECU 31 in the same manner as in the third embodiment.
  • the motor 23 is not driven continuously when the engagement or disengagement of the lock pin 21 and the socket 5a is completed and the same effect as advantage (8) in the third embodiment is obtained.
  • the lock position detection switch 38 and diode D3 of the electric circuit E1 may also be connected to the actuator ECU 31 in the embodiments described below.
  • the switch 61 is used as the switching device.
  • a non-contact switch such as a power transistor, a power MOSFET, or the like, may also be used as the switching device.
  • a switching device is configured by a bridge circuit including four n-channel power MOSFETs 48a to 48d.
  • the engine is started and stopped by operating an engine start/stop switch arranged in a passenger compartment.
  • the engine also may be started and stopped by inserting a mechanical key into a typical key cylinder and rotating the key.
  • the switch 61 of the first embodiment may be changed to a key-cooperation switch for breaking the motor power supply line 81 when a mechanical key is inserted into a key cylinder.
  • the lock release must be accomplished before the mechanical key is inserted into the key cylinder.
  • the verification of the ID code with the verification ECU 37 is performed before the mechanical key is inserted into the key cylinder.
  • the lock position detection switch 38 of the third embodiment is connected in parallel with the key cooperation switch.
  • the switching device is also a switching device (i.e., key cooperation switch). The switching device breaks the motor power supply line 81 when starting of the engine is enabled and connects the motor power supply line 81 when starting of the engine is enabled.
  • a limit switch is used as the lock position detection switch 38.
  • the lock position detection switch 38 is not limited to a limit switch and any contact switch that opens and closes a contact in accordance with the position of the lock pin 21 may be used.
  • the opened and closed state of the lock position detection switch 38 is input to the computer 32. Then, the computer 32 stops the operation of the motor 23 when there is a change in the opened or closed state of the lock position detection switch 38 based on the input signal. However, the input of the opened or closed state of the lock position detection switch 38 to the computer 32 may be omitted.
  • the FET 41 is activated in accordance with the ignition signal.
  • the FET 41 also may be activated in accordance with a signal from which the driving state of the engine is detectable, for example, vehicle velocity, alternator output, or the like.
  • the motor 23 rotates only in the arrow F2 direction shown in Fig. 2 when current flows through the motor power supply line 81.
  • a motor power supply line 81a for current flowing in a direction opposite to that in the motor power supply line 81 may be provided separately from the motor power supply line 81 so as to rotate the motor 23 in a direction opposite the direction indicated by the arrow F2.
  • the motor power supply line 81 refers to an electric line in which current flows in the order of the battery 65, the relay 34, the motor 23, and the relay 35
  • the motor power supply line 81a refers to an electric line in which current flows in the order of the battery 65, the relay 35, the motor 23, and the relay 34.
  • the FET 62 is used as the switching device.
  • a bipolar transistor, an IC, or the like may also be used in place of the FET 62 as the switching device.
  • the motor 23 is used as an actuator.
  • the actuator is not limited to the motor 23, and anything that drives the lock pin 21, such as a solenoid, an air cylinder, or the like may be used.
  • the comparison of the ID codes is performed by a smart ignition device, which processes a transmission signal transmitted from the portable device 37a through radio waves.
  • the portable device 37a may also be a key having an IC chip. In this case, the signal is transmitted when the key is inserted into a key cylinder.
  • the ID codes may be compared by a transponder, which processes the transmission signal. This eliminates the need for the power supply of the portable device.
  • the steering wheel lock apparatus 1 prevents theft of the vehicle by locking the steering shaft 5
  • the device may be modified, for example, to an electronic travel control device for locking the rotation of the wheels with a locking means corresponding to the lock pin 21 or an electronic shift lock apparatus for locking the switching operation of the shift lever.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Lock And Its Accessories (AREA)
  • Power Steering Mechanism (AREA)

Claims (6)

  1. Appareil électronique anti-vol (1) pour empêcher le vol d'un véhicule, l'appareil électronique anti-vol comprenant :
    un moyen de verrouillage (21) servant à s'engager avec et se désengager d'un organe mobile (5) qui est actionné lorsque le véhicule est en marche ;
    un actionneur (23) pour déplacer le moyen de verrouillage ; et
    un circuit de commande (31) pour commander l'actionneur, le circuit de commande (31) comprenant un ordinateur (32) et pouvant être relié à au moins un contrôleur (37, 48) ;
    dans lequel le circuit de commande comprend :
    une première ligne d'alimentation (81) pour alimenter en courant l'actionneur afin d'engager le moyen de verrouillage avec l'organe mobile ;
    une seconde ligne d'alimentation (82) pour alimenter en courant un organe électrique du véhicule afin d'activer l'organe électrique ;
    caractérisé par :
    un dispositif de commutation (41) disposé dans la première ligne d'alimentation pour interrompre la première ligne d'alimentation conformément à un signal de sortie en provenance dudit contrôleur (37, 48) lorsque le véhicule est en marche ; et
    un autre dispositif de commutation (62) disposé dans la première ligne d'alimentation pour interrompre la première ligne d'alimentation conformément à un signal de sortie en provenance de l'ordinateur (32) inclus dans le circuit de commande (31) lorsque le véhicule est en marche, les opérations du dispositif de commutation par ledit contrôleur (37, 48) et les opérations de l'autre dispositif de commutation par l'ordinateur (32) étant indépendantes les unes des autres.
  2. Appareil électronique anti-vol selon la revendication 1, caractérisé en ce que le dispositif de commutation (41) est disposé dans la première ligne d'alimentation uniquement en un emplacement amont de l'actionneur.
  3. Appareil électronique anti-vol selon la revendication 1 ou la revendication 2, caractérisé en ce que le dispositif de commutation (41) est un dispositif de commutation électrique (41) qui est activé et désactivé électriquement conformément à un signal de sortie en provenance dudit contrôleur (37, 48).
  4. Appareil électronique anti-vol selon la revendication 1, dans lequel ledit contrôleur comprend un dispositif de vérification (37) relié au circuit de commande et en communication avec un dispositif portable enregistrant un code ID qui indique un propriétaire autorisé du véhicule pour déterminer si le code ID est ou non correct, le dispositif de commande libérant le verrouillage avec le moyen de verrouillage lorsque le code ID est correct.
  5. Appareil électronique anti-vol selon la revendication 1, caractérisé en ce que l'organe mobile est un arbre de direction.
  6. Appareil électronique anti-vol selon la revendication 1, caractérisé en ce que ledit contrôleur comprend deux blocs de commande électroniques (ECU) séparés (37, 48) du véhicule.
EP02711439A 2001-02-09 2002-02-08 Dispositif electronique antivol de vehicule Expired - Lifetime EP1359070B1 (fr)

Applications Claiming Priority (5)

Application Number Priority Date Filing Date Title
JP2001033892 2001-02-09
JP2001033892 2001-02-09
JP2001322816 2001-10-19
JP2001322816A JP3851803B2 (ja) 2001-02-09 2001-10-19 電子式車両盗難防止装置
PCT/JP2002/001114 WO2002062636A1 (fr) 2001-02-09 2002-02-08 Dispositif electronique antivol de vehicule

Publications (3)

Publication Number Publication Date
EP1359070A1 EP1359070A1 (fr) 2003-11-05
EP1359070A4 EP1359070A4 (fr) 2005-06-08
EP1359070B1 true EP1359070B1 (fr) 2009-07-29

Family

ID=26609208

Family Applications (1)

Application Number Title Priority Date Filing Date
EP02711439A Expired - Lifetime EP1359070B1 (fr) 2001-02-09 2002-02-08 Dispositif electronique antivol de vehicule

Country Status (5)

Country Link
US (1) US7049931B2 (fr)
EP (1) EP1359070B1 (fr)
JP (1) JP3851803B2 (fr)
DE (1) DE60233110D1 (fr)
WO (1) WO2002062636A1 (fr)

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Also Published As

Publication number Publication date
EP1359070A4 (fr) 2005-06-08
WO2002062636A1 (fr) 2002-08-15
JP2002308050A (ja) 2002-10-23
EP1359070A1 (fr) 2003-11-05
US7049931B2 (en) 2006-05-23
DE60233110D1 (de) 2009-09-10
US20040027239A1 (en) 2004-02-12
JP3851803B2 (ja) 2006-11-29

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